Racing amusement apparatus.



M. LEHMAN, L. BROWN & B. W. SOHLBERG.

RACING AMUSEMENT APPARATUS.

APPLICATION FILED SEPT. 24, 1906.

Patented Feb. 9, 1909.

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RACING AMUSEMENT APPARATUS.

APPLICATION FILED SBPT.24,1906.

Patented Feb.9,1909.

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RACING AMUSEMENT APPARATUS.

APPLICATION FILED SEPT. 24, 1906.

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RACING AMUSEMENT APPARATUS.

APPLICATION FILED SEPT. 24,1906.

912,004. Patented Feb. 9,1909.

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APPLIOATION FILED SEPT.24,19Q6.

912,004. Patented Feb. 9, 1909.

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M. LEHMAN, L. BROWN & E. W. SOHLBERG.

RACING AMUSEMENT. APPARATUS.

A?PLIOATION FILED SEPT.24, 1906.

Patented Feb. 9, 1909.

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RACING AMUSEMENT APPARATUS.

APPLICATION FILED SEPT.24, 1906.

Patented Feb. 9, 1909.

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UNITED STATES PATENT OFFICE.

MARTIN LEIIMAN, LLOYD BROWN, AND EDMOND W. SOHLBERG, OF KANSAS CITY,MISSOURI.

RACING AMUSEMENT APPARATUS.

To all whom it may concern:

Be it known that we, ldARTIN LEHMAN, LLOYD BROWN, and EDMOND I/V.SOHLBERG, citizens of the United States, residing at Kansas City, in thecounty of Jackson and State of Missouri, have invented certain new anduseful Improvements in Racing Amusement Apparatus, of which thefollowing is a specification.

Our invention relates to improvements in racing amusement apparatus.

The object of our invention is to provide an amusement apparatus inwhich a plurality of motor vehicles, preferably adapted to carry people,may be employed to race with each other on tracks provided therefor, thenovel features of which are hereinafter fully described and claimed.

Our invention provides further, a novel racing course comprising anendless track formed in a plurality of loops which cross each other andare disposed for a part parallel with each other, whereby a plurality ofvehicles in running around the loops of the track will all travel thesame distance.

Our invention provides further, side tracks connected respectively byswitching means to the loops of the endless track.

Our invention provides further, a novel mechanism by which, when avehicle is passing from a main track to a side track it will actuate theswitching means to disconnect the side from the main track.

Our invention provides still further, nove means by which the vehiclesmay be automatically started and stopped at the starting line of therace course.

Other novel features of our invention are hereinafter described andclaimed.

In the accompanying drawings illustrative of our invention-Figure 1 is aplan view of the race course showing the main and side tracks andmechanism connected therewith. Figs. 2 and 3 represent respectively,plan views of two of the switch mechanisms connected respectively withthe inlet and outlet ends of one of the side tracks. Fig. 4 is a planview showing enlarged, the side tracks and mechanisms connectedtherewith. Fig. 5 is a plan view of a portion of the switch mechanism atthe inlet end of the side tracks. Fig. 6 is a plan view of the mechanismfor operating the track brakes. Fig. 7 and Fig. 8 are respectively sideelevation and plan views of the transverse or connecting portions of themain tracks. Fig. 9

Specification of Letters Patent.

Application filed September 24, 1906.

Patented Feb. 9, 1909.

Serial No. 335,976.

is a vertical, transverse sectional view taken on the dotted line ab ofFig. 11. Fig. 10 is a plan view of a portion of one of the main tracksand track brake located thereon. Fig. 11 is a longitudinal, verticalsectional view taken on the dotted line ccZ of Fig. 9. Fig. 12 is a sideelevation of one of the motor vehicles on the main track, the third railconductor being shown in dotted lines. Fig. 13 is a vertical crosssection through one of the main tracks and trolley rails and showing, inrear elevation, one of the motor vehicles on the track. Fig. 14 is avertical sectional view taken on the dotted line ef of Fig. 13. Fig. 15is a vertical cross section through a portion of the side tracks, andshowing a part of the mechanism for making and breaking the circuitswhich control the switchin mechanism, the view being taken on the brokendotted line (/-7L of Fig. 16. Fig. 16 is a vertical sectional view takenon the dotted line i-j of Fig. 15. Fig. 17 is a side elevation view of aportion. of the automatic switch operating mechanism, portions of whichare shown in Figs. 15, 16 and 18. Fig. 18 is a horizontal sectional viewtaken on the dotted line Zc-Z of Fig. 17. Fig. 19 is a diagrammatic viewof the circuits in which are located the automatic switch controllingdevices. Fig. 20 is a transverse vertical sectional view, taken on thedotted line mn of Fig. 21, and showing portions of the track brakingmechanism connected with the side tracks. Fig. 21 is a verticalsectional view, partly broken away, taken on the dotted line op of Fig.4. Fig. 22 is a diagrammatic view of the main and side tracks, eachtrack for clearness, being represented by a single line. Fig. 23 is adiagrammatic view of the circuits in which are located the 'motorvehicles, the third or conducting rails being represented in the form inwhich they are employed in connection with the tracks shown in Fig. 22.Fig. 24 is a schedule showing the courses run by the motor vehicles inmaking four rounds.

Similar characters of reference denote similar parts.

The track construction will now be described:lleferring particularly toFigs. 1 to S inclusive, A, B, C, D and F denote a plurality ofelliptical, concentrically disposed portions of the tracks. One set ofends of the portions A, B, D are connected respectively by transverseportions A B and D with the opposite ends of the portions D, E

and F respectively. The other ends of the tracks A and B and theadjacent end of the portion 0 are connected respectively by trackportions C, E and F, with the opposite ends of the track portions 0, Eand F respectively. The transverse portions A, B and D" pass under thetransverse portions C, E and F, as shown in Figs. 7 and 8. It will beseen by observation of Fig. 22, that the six concentric, ellipticalportions and their transverse connecting portions comprise two endless,tracks, each comprising a plurality of loops which cross each other. Anobservation of the schedule in Fig. 24 will show that vehicles startingres ectively on the portions A, C, D and F, at tiie transverse startingline AB, in making four rounds will all pass over an endless trackcomprising the portions A, D, F, and C and the. connecting portions A,C, D, and F, and each vehicle will finish at the starting line AB on thesame portion of the track on which it started. Further observation ofthe schedule will show that the two. cars starting at the line AB on theportions B and E respectively, will both ass over a single endless trackformed by the portions B. and E, and the transverse connecting portionsB and E, each car finishing on the same portion on which it startedafter mixing four rounds. The concentric portions A, B, O, D, E and F,are located equal distances apart, the portion B. being intermediate Aand C, and the portion E, intermediate the portions D and F. By means ofthis arrangement all the vehicles will, in making four rounds, travelthe same distance.

Referring to Figs. 1 to 5, inclusive, and to Fig. 22, A, B, C D E and Fdenote six side tracks connected at their ends by suitable switches to.the portions A, B, C, D, E and F. These side tracks cross the startingline AB at one side of the main tracks. The left ends of the sidetracks, as viewed in Fig. 4, are connected with the main tracksrespectively by switches. which are manually operated to make suchconnections, the switches being automatically operated, as hereinafterdescribed, to disconnect the side from the main tracks.

Referring particularly to Figs. 1 to 5 inclusive, and to Figs. 17 and18, 1 denotes a horizontal, transverse bar slidably mounted under therails of the track portions, A, B, C, D, E and F, adjacent the left endsof the side tracks as viewed in Fig. 4. 2 denotes each of a plurality ofpairs of switch tongues, each tongue pivotally connected to the bar 1,one tongue of each pair being pivoted at one end to the adjacent end ofone rail of the adjacent side track, the other tongue of the pair beingpivoted to the end of a rail in the adjacent main track, at which pointa gap is provided in the main rail adapted to be closed by the tonguepivoted to the main track rail. The other rail of the side track is madecontinuous with the rail in the main track provided with the gap whichis closed by the switch tongue 2 connected with the main track. Thetongues 2 are so disposed that by reciprocating the bar 1 the sidetracks may be alternately connected with and disconnected from the maintracks respectively, thereby permitting the vehicles to be shunted on tothe side tracks or permitting them to make as many rounds as desired onthe main tracks.

The mechanism for shifting the bar 1 will now be described Referringparticularly to Figs. 17 and 18, 3 denotes a vertical rock shaft,mounted in suitable bearings. and having secured. rigidly to. it ahorizontal crank arm 4, pivotally connected to the bar 1.. Rigidlysecured to the. shaft 3. isv a horizontal plate 5, having two horizontalcrank arms, 4/ and 6-,Wl110l1 project in opposite directions. A coilspring 7 is connected, at one end to the crank arm 6, the other endbeing connected to a vertical pin 8 projecting upwardlyfrom a suitablysupported horizontal plate 9. The tension of the spring 7 is such thatit will normally rock the shaft 6 in a direction such that the bar 1will be swung to the position shown in Fig. 5, in which position theside tracks will be disconnected at their inlet ends from the maintracks. the shaft 3 is a horizontal plate 10 having a horizontal arm 11from which upwardly extends a vertical pin 12.v Loosely pivoted on theshaft 3, above the plate 10, is a hand lever 13, positioned, as viewedin Fig. 18, to the right of the pin 12. To connect the side with themain tracks the lever 13 is swung so as to strike the pin 12 and rockthe arm 11 and shaft 3 to the position shown in Fig. 18 The inlet endsof the side tracks will be new con.- nected with the main tracksrespectively, as shown in Figs. 1 and 4. To lock the switch tongues 2 inthe position just described, a releasable lockin g mechanism isprovided, comprising the following described parts :-A horizontalsolenoid is secured on the upper side of the plate 9, the solenoidhaving a coil 14 energized in the manner hereinafter described. In thehelix or coil 14 is a horizontally slidable core 15, to the outer end ofwhich is pivoted one end of a lever 16, pivotally mounted on a verticalpin 17, the lower end of which is secured to the plate 9. A coil spring18 has one end secured to the core 15, the other end being secured to avertical pin 19, mounted on the plate 9. The tension of the spring 18 issuch that when the coil 14 is deenergized the spring will retract thecore 15 and swing the lever 16 clear of the arm 4, after which thespring 7 will rock the shaft 3. so as to move the'bar 1 to the positionshown in Fig. 5, thus disconnecting the inlet ends. of. the side tracksfrom the main tracks. As long as the helix or coil 14 is energized theRig-idly mounted on.

core 15 will be drawn into the heliX and will hold the lever 16 inposition such that when the shaft 3 is swung by the lever 13, ashereinbefore described, the lever 16 will engage the arm 4 and preventthe spring 7 from rocking the shaft 3.

Now follows a description of the circuit making and breaking deviceswhich control the energizing of the helix 14 :-Referring to Figs. 15 to19 inclusive, and also to Fig. 4, 20 denotes a horizontal rock shaftextending transversely below the rails of the side tracks and adjacentthe middle portions thereof. On one end of the rock shaft 20 is rigidlysecured a crank arm 21 to which is pivotally connected one end of a rod22, the other end of which is pivotally connected to the lever 13.Loosely pivoted to the rock shaft 20 at their angles, are a plurality ofbell crank levers, the arms 23 of which are disposed respectivelybetween the rails of the side tracks, each arm being disposed so thatthe flange of a wheel on the motor vehicle running on the adjacent sidetrack will depress said arm. At opposite sides of each bell crank lever,in the shaft 20, are provided two transversely projecting pins 25,adapted to strike and be struck by a horizontal pin 26 extendingtransversely through the adjacent arm 23. The other arm 27 of each bellcrank lever has secured to its under side, but electrically insulatedtherefrom, a contact plate 28, adapted, when the lever is swung to theposition shown in Fig. 16, to strike a contact plate 29, secured to butinsulated from a lug 3O mounted on the side of one of a plurality ofhorizontal timbers 31 W11Gl1 support the ties 32 on which the trackrails are mounted. A fiat spring 33, is secured on each lug 30 and is soformed that it will strike the outer end of the adjacent arm 27 andreleasably hold the said arm in the position shown in Fig. 16, in whichposition the contacts 28 and 29 will be together, or hold the said armin the position in which it will be swung by the car wheel striking thearm 22. It will be understood that there are provided a number ofsprings 33, lugs 30 and contacts 28 and 29 corresponding in number tothe number of bell crank levers.

Referring to Fig. 19, for a description of the circuits having includedthe mechanism controlling the operation of the switch operatingmechanism, 34 denotes an electric generator, such as a dynamo, one brushof which is connected with a conductor 35, the other brush beingconnected with a conductor 36, connected to one terminal of a resistancecoil, the other terminal of which is connected to a conductor 38,connected to one end of the helix 14, the other end of which isconnected to a conductor 39. The contact plates 28 are connectedrespectively by a plurality of conductors 40 with the conductor 35. Thecontact plates 29 are connected respectively by means of a plurality ofconductors 41 with the conductor 39. As will be seen by reference toFig. 19, the circuit making and breaking devices are connected inmultiple with the conductors 85 and 39, and that when any one pair ofcontacts 28 and 29 are in contact with each other the circuit in whichare included the dynamo 34 and helix 14 will be completed through suchpair of contacts and that when all of said pairs of contacts areconnected the circuit will be completed through each pair, and the helix14 will be energized, thus holding the lever 16 in position to engageand hold the arm 4 of the plate 5.

Referring to Figs. 1, 3 and 4, 42 and 43 denote two parallel tongues ofa plurality of pairs, disposed adjacent the outlet ends of the sidetracks A B C D E and F Each pair of switch tongue mechanisms isconstructed similarly to the adjacent other pairs. Referringparticularly to Fig. 3, the tongues 42 and 43 are pivoted respectivelyat one set of ends to one end of one side track rail and to one end of amain track rail in a manner similar to that already described withreference to the switch tongues at the inlet ends of the side tracks.The disposition of the tongues 42 and 43 is such that when the tongue 42connects with the adjacent main track rail the ton ue 43 will clear theother main track rail. To retain the tongues normally in this positionso that the vehicles may run from the side to the main track and yetpermit the vehicles to freely run around the main tracks when they arenot to be side-tracked, resilient means are employed to retain thetongues 42 and 43 in the positions shown in Fig. 3. A plurality of flatspring bars 44 are secured at one set of ends respectively to aplurality of plates 45 secured intermediate respectively the switchtongues of the different pairs, to the ties 32. A plurality ofhorizontal plates 46, are connected each in a pivotal manner to thetongues 42 and 43 of a pair. Upwardly extending from each plate 46 aretwo pins 47, between which is located the free end of the adjacentspring bar 44. The tension of the spring bars 44 is such that thetongues 42 and 43 are normally swung to the position shown in Fig. 3.

Two sets of track brakes are employed, one set to slacken the speed ofthe vehicles prior to their entering the side track and the other setfor stopping the vehicles on the side tracks at the starting line AB.Each set of track brakes are constructed in a like manner so that adescription of one set will answer for both. Each set of track brakes isprovided with a plurality of normally disposed horizontal planks 48,disposed lengthwise respectively, between the rails of each track. Theseplanks are secured each firmly at one end to any suitable support, suchas the cross ties 32 in the main track and to the transverse portion Band track E. Inter platform lt tion of the side tracks. Means areprovided in each set of track brakes for simultaneously swinging upwardthe free ends of the planks 48 so that they will bear upon the undersides of the motor vehicles respectively and by their friction will stopthe vehicles or slacken their speed, depending upon the pressure appliedto them.

Pivotally supported in suitable bearings 50, secured, in the side trackset of brakes, to the under side of the platform 49, are a plurality ofpairs of parallel. upwardly extending levers 51, disposed one pairbetween the rails of each track and directly under the adjacent plank41.8, the upper ends of the levers bearing against the under side of theplank 48. A plurality of horizontal bars 52 are pivoted each to thelower ends of a pair of levers 51. Transversely extending horizontallyunder the side track rails and in suitable bearings, is mounted a rockshaft 53 having at one end a crank arm 54 by which the shaft is rockedto set the brakes. Itigidly mounted. on. the shaft 53 are a plurality ofcrank arms 55, in each of which is provided a slot 56 having mountedtherein a horizontal pin 57, rigidly secured to the end of the adjacentbar 52.

Thus each bar 52 is adapted to be swung, I

when the rock shaft 53 is rocked.

In order that the motor vehicles may start from the starting line A-B bygravity, that portion of the platform 49 in which are located the planks48, is inclined downwardly toward the outlet ends of the side tracks sothat when the shaft 53 is rocked in the proper direction the planks 48will be lowered. and released from the vehicles, permitting the vehiclesto run by gravity on to the main tracks.

The following isa description of the circuits over which travel thecurrents which propel the motor vehicles :Referring particularly toFigs. 1, 7, 8, 9, 10, 11, and L8, A B C D E and F denote a plurality ofelectric conductors comprising what we term third rails and supported bybut insulated from the underside of the horizontal arms of right-angledbrackets 58, the lower ends of the vertical portions of which aresecured to the cross ties 32. The said conductors are disposed parallelrespectively with the courses taken by the motor vehicles on their firstround of the tracks, beginning where are located the switch tongues andfollowing the main tracrs to where are located the switch tongues 2. Forexample, conductor A parallels the track A from adjacent the switchtongue 42 to the transverse portion jl. which it parallels, to the trackD, thence following the track D to a point adjacent the switch tongue 2,where it terminates. In a like manner, the conductor B parallels thecourse including the track B,

which support the middle por- I mediate the ends of the conductors themotor vehicles run on the main and side tracks by their momentum. Thethird rails or conductors A B C D E and F are placed along the innerside of the tracks which they parallel, thereby serving to prevent thecars tipping outward by centrifugal force as the cars round the curvesat rapid speed.

59 denote one of a plurality of motor vehicles all of which are alike inconstruction. Each motor vehicle has secured to its under side thehorizontal portion of a right-angled bracket 60 to the vertical portionof which is secured a rotary contact wheel 61 adapted to bear againstthe under side of the third railwhich it follows. Each motor vehiclecarries an electric motor of any suitable type connected in series byconductors 63 and 64 to the trolley bracket 60 and the framework of thecar. Any suitable means for driving the motor vehicle may be employed.In the drawings is shown one of ordinary construction in which asprocket chain 67 is connected respectively with sprocket wheels 68 and69 secured respectively on the axle 66 and the armature shaft 70 of themotor 62. The vehicle frame to which the conductor 64 is connected andwhich is supported by the axles 66 is denoted by 65.

Referring to Fig. 23, 71 denotes a generator, such as a dynamo, onebrush of which is connected by a conductor 72 with the track portions A,B, C, l), E, and F. The other brush is connected by a conductor 73 witha movable contact 74 forming a part of a rheostat having a coil 75, oneend of which is connected to a conductor 7 6. The movable contact 7 4cis arranged so as to connect successively with the different turns ofthe coil 75. A plurality of jars 77 contain each a conducting materialsuch as acidulated water. A. plurality of electrodes 78 are located onein each 77. A plurality of conductors are connected respectively withthe electrodes 78 and to the conductor 76. A plurality of verticallymovable electrodes are located one in each jar 77 in the acidulatedwater contained therein. A plurality of conductors 81 are connectedrespectively to the electrodes 80 and to the conductors A B C D E and FThe 77, together with the electrodes 78 and 80 and the liquid containedin the jars form resistance varying devices by which the currentssupplied to the different motor vehicles may be varied for varyingindependently the speed of said vehicles. In an accompanying applicationfiled of even date herewith, we have described means erticallyreciprocating the electrode 80 for this purpose.

In operating the invention the motor vehicles are all disposed on theside tracks at the starting line i k-13. The lever 54 is then swung soas to lower the planks 48 after which the cars will run by gravity on tothe main tracks at which time the trolley wheels 61 will runrespectively in contact with the third rails A B C D E and F after whichthe contact 74 of the rheostat is moved so as to gradually throw intocircuit the dynamo 71. The motor vehicles will now be propelled by thecurrents passing through the circuits in which are located the motors ofsaid vehicles. After the vehicles have made three rounds and are aboutto complete the fourth round, before they reach the inlet ends of theside tracks the lever 13 is swung so as to slide bar 1 to the positionshown in Figs. 1 and 4, thus connecting the side tracks with the maintracks respectively. When the lever 13 is so moved the shaft 20 will berocked by means of the rod 22 and crank arm 21 so that the pins 25 willstrike the pins 26 and force the arms 23 to the position shown in Fig.16. As each car passes on its side track the wheel flange will depressthe adjacent arm 23, thus separating the contacts 28 adjacent thereto.when the last car enters its side track the last pair of contacts 28 and29 will be separated and the circuit in which is located the helix 14will thus be broken. The spring 18 will then retract the core 15releasing the arm 4 from the lever 16 after which the spring '7 willrock the shaft 3 so as to move the bar 1 to the position shown in Fig. 5and disconnecting the side from the main tracks. Prior to this time thelever 54 of the shaft 53 under the side track will be swung so as tobrin the adjacent planks 18 in position to engage the vehicles as theyreach the starting line AB.

Having thus described our invention, what we claim and desire to secureby Letters Patent, is

1. The combination with a plurality of main tracks, of a plurality ofside tracks, switching means for connecting the side and main tracksrespectively, vehicles adapted to run one on each main track and fromthence upon the side track connected thereto, and means by which whenall the vehicles have passed to certain positions on the side tracks theswitching means will be operated to disconnect the side from the maintracks.

2. The combination with a plurality of main tracks, of a plurality ofside tracks, switching means manually operated for connecting the sidewith the main tracks respectively, vehicles adapted to run on the mainand side tracks, and means by which when all the vehicles have passedfrom the main to the side tracks the switching means will be operated todisconnect the side from the main tracks.

3. The combination with a main track, of a side track, a conductorparallel with the main track, a vehicle on the main track, a motorcarried by said vehicle, means carried by the vehicle for placing themotor in circuit with the conductor, a switching means manually operatedto connect the side and main tracks, and means actuated by the ve hiclerunning from the main onto the side track for operating the switchingmechanism to disconnect the tracks.

4:. The combination with a plurality of main tracks, of a plurality ofside tracks adapted to be connected respectively with the main tracks,conductors disposed parallel with said main tracks respectively,vehicles adapted to run on said main tracks, motors carried one on eachvehicle, means carried by each vehicle for placing said motors incircuit respectively with the conductors adjacent thereto, switchingmeans for connecting the side and main tracks respectively, and meansactuated when all of the vehicles have passed from the main to the sidetracks for operating the switching means to disconnect the main from theside tracks.

5. The combination with the main track, of a side track, switching meansfor connecting the tracks, means for normally operating said switchingmeans to disconnect the two tracks, and electro magnetically operatedmeans controlled by a vehicle passing on the side track for releasablylocking said switch operating means.

6. The combination with the main track, of a side track, switching meansfor connecting the tracks, means for normally operating said switchingmeans to disconnect the tracks, locking means for preventing the operation of said switch operating means, means "for moving said lockingmeans to the release osition, and electro-magnetic means control ed bythe passage of a vehicle on the side track for moving said locking meansto the locked position.

7. The combination with the main tracks, of the side tracks, switchingmeans for re spectively connecting the main and side tracks, means fornormally operating the switching means to disconnect the tracks, andelectro-magnetically controlled means for releasably rocking the switchoperating means against operation, said electro-magnetically controlledmeans being operated to release the switch operating means by a vehiclerunning over one of the side tracks.

8. The combination with the main tracks, of the side tracks, switchingmeans for connecting respectively the side and main tracks, means fornormally operating the switching means to disconnect the side and maintracks, and electro magnetic means for locking the switch operatingmeans against operation until a vehicle has passed over each side trackto a certain position thereon.

9. The combination with a switch bar, of means for moving said bar inone direction, means for normally retracting said bar in the oppositedirection, locking means for restraining the operation of saidretracting means, a helix located in an electric circuit, means actuatedby said helix when energized for controlling said locking means, meanslocated in said circuit for energizing said helix, circuit making andbreaking means located in said circuit, and means actuated by a movingvehicle for operating said circuit making and breaking means.

10. The combination with a switch bar, of means for moving said bar inone direction, means for normally retracting said bar in the otherdirection, locking means for restraining the operation of saidretracting means, a helix located in an electric circuit, means actuatedby said helix for controlling said locking means, means located in saidcircuit for energizing said helix, a plurality of circuit mak ing andbreaking devices dis osed in multiple order in said circuit, and aplhrality of means actuated respectively by moving vehicles for resectively o crating said circuit making and breaking evices.

11. The combination with a switch bar, of means for moving the bar inone direction, means for retracting the bar in the other direction, alocking device for restraining the operation of said retracting means, amagnetizable member which when moved operates the said locking device, ahelix located in an electric circuit for moving said magnetizable memberin one direction, means for moving said magnetizable member in theopposite direction, means for generating a current in said circuit, andcircuit making and breakin means located in said circuit and actuated bya moving vehicle.

In testimony whereof we aflix our signatures in presence of twowitnesses MARTIN LEHMAN. LLOYD BROWN. EDMOND W. SOHLBERG.

Witnesses:

E. B. HoUsE, WILL R. WrNcn.

